Dumping-wagon.



G. M. MANLY.

DUMPING WAGON. APPLICATION-FILED 001.11, 1911.

1,110,450, Patented sept.15,'1914.

3 SHBETS*SHEBT1.

/wf by 'I 7K] W V 7m I Atty.

C. M. MANLY. DUMPING WAGON.

APPLICATION FILED OGT.11, 1911.

1,1 10,450. Y Patented sept. 15, 1914.

3 SHEETS-SHEET 2.

A test: [n1/enter:

'YM/WM@- 1 by MMM, f, Atty.'

M. MANLY.

DUMPING WAGON. APPLIGAToN FILED 00T.11, 1911.

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CHARLES MATTHEWS MANLSLVOF FREEPORT, NEW YORK.

DUMPING-WAGON.

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Specication of :Letters Patent.

Patented Sept. 15, 1914.

Application filed October 11, 1911. Serial No. 654,130.

To all whom/ift may concern Be it known that I, CHARLES M.' MANLY,

a. citizen .of thev United States, residingat Freeport, Long Island, New York, have invented certain new and useful Improve` ments i'n Dumping-Vagons, of which the follmving is a specification.

My invention relates to dumping wagons and cars and is particularly applicable to power driven road vehicles.

@ne object of my invention is to provide,

in avehicle of the class described, means whereby the powerof thedriving mechanism may be utilized for effecting the dumping operation.

Another object of my invention is to provide a dumping vehicle in which the dumping mechanism is simple, compact, Aeasy to operate and not liable to get out of order.

lVith these objects in view my invention comprises a vehicle having a tilting body and fluid pressure operated mechanism for tilting the body and restoring it to normal position. My invention is therefore particularly applicable to vehicles provided with a hydraulic variable speed gear and in the accompanying drawings I have shown my invention'as applied to a vehicle provided with a hydraulic transmission ofthe type disclosed in my. pending application Serial '1. Fig. 3 is an end view of the vehicle frame and body. Figs. 4, 5, 6, and Z are details of the valve mechanism for controlling the fluid pressure operated dumping mechanism. Fig. 8 is a side elevation partly in section of a dumping wagon having the usual gear transmission.

, Referring now to the drawings and par ticularly to Figs. l to, 1 indicates'the side members of the vehicle frame formed of channel iron as hereinafter described, and

supported in the usual manner on the front and rear wheels 2 and 3 respectively.

Mounted lon the forward part of the framev is an internal combustion engine 4 Whose' shaft 5 is directly connected by the coupling to the shaft of the pump element 7 of the hydraulic variable speed gear before referred to. This hydraulic gear forms per se no part of the present invention, .being substantially identical with that disclosed in my prior application above mentioned. .It is therefore not shown in detail in this case, but comprises essentially 'a multi-cylinderl variable stioke Ipumpn having its stroke varying means controlled by a single sliding rod 8 wherebythe fluid delivered by the pump may be varied from a lmaximum quantity flowing in onev direction, when the control rod `8 is in one extreme position of adjust .1nent, through Zero to a maximum quantity.

flowing in the opposite direction, when the control rod is in its other extreme` position.

y"Iwopipes, 9, l() for the deliverya-nd return ,of fluid from and tothe pump, connect the p-uinp with a three-way valve l1, to be later described, and from the valve ll. pipes` l2 and 13 lead, respectively, to pipes la and 15,

connecting the intake ports and delivery ports'ofthe two hydraulic driving motors y16. The motors 1G `are suspended beneath the vehicle frame by brackets 17 and their -shafts are connected by chains 18 with the .driving wheels 3. It will be obvious that 'when the control rod 8 is set at one side of `its central or zero position, the vehicle will `be driven in one direction at a speed depend? 'ing on the quantity of liuid delivered by the pump and when the Irod is adjusted' to the other side of its Zero position the vehicle will vbe driven in the reverse direction. Theve- Q3 of the other holsters and all of the axles 100 are provided with rollers resting on the top surface of the under flange 24 of the side' frame members l. The rollers 25 on the middle bolster are wider than the other rollers 26 and lie between the flange 24 and 105 the upper flange 27 which is narrower than the flange 24, whereas, the rollers 26 rest entirely o n tlieprojecting portion of the flange j24. The rear ends of the flanges 24 project beyond the flanges QZ and the vertical webs 110 of the members 1, and are bent downward as shown in Fig. l1, and stiffened by braces 28. Stop bolts 281 are fastened to the members 1 across their channels at the ends of the flanges 27 to be engaged by the rollers-f flanges 24 and 27. VA bracket 34 is 'attachedto the beam 32 at its'middle point and links 35` connect the bracket 34 witha bracket 36 attached to the bottom of the body 19. The cross beam 32 is formed with cut-away portions 37 as shown in Fig. 3toclear the motors 16 when the beamis moved'along the frame members. The valve 11'with which the pipes 9 and 10 from the pump 7 connect is shown in detail in Figs. 4l and 5.andjcomprises a casing 38 having a cylindrical-valve body 39 rotatablymounted therein and pro'-M vided with an actuating lever 40=whereby it may be set in its differentpositions of 'adi justment. The pipes 9 andi'lO are on the same side of the valve casing'butat dierent' levels and the pipes I12,"13 to themotors connect with the casing at points 90 degrees angularly distant from the pipes 9 and 10, the pipe 12 being on the same plane as the pipe 9, and the pipe 13.011 the plane of the pipe 10.v ,Diametrically opposite the pipes 12 and 13 respectively are two pipes 41 and 42 through which the fluid passes to and from the opposite ends of the cylinders 29.

The' valve body 39 has two similar ports 431, 441, each formed byV cutting away asemi-cylindrical portion of the block slightly greater in width tban'the boresof the pipes; The ports 431 and 441 are separatedV by the un-cut middle portion of the valve body so that in effect the valve 11 forms two valves, one serving to interconnect and disconnect the pipes 9, 12 and 41 whenvthe valve body 39 is turned in its casing, and the other to simultaneously connect or disconnect the pipes 10, 13 and 42. The pipes 41 and 42 as shown, do not lead directly to the ends of thecylinders 29, but preferably connect with a reversing valve 43 arrangedadjacent thereto and comprising a lcylindrical casing' 44 (Figs. 4, 6, and 7 having a valve body 45 rotatably mounted therein. .Pipes 46, 47 connect with the casing 44 at points dialnetricallyopposite the pipes 41, 42, and the valve body is provided with two transverse ports 48, 49 so that when the valve body is set in one -position the pipes 46, 47 form direct continuations of the ,pipes 41,

also the pipes 42 and 46.-` The pipe 46 conj nects with a cross pipe 56 connecting the front ends of the cylinders-29 and the pipe 47 connects with a cross pipe 57 connecting the rear ends of the cylinders. The actuatind'l'ever 40 of the-valve 11 has connected to it a link` 58 to whose other end is attached an arm 59 depending from a rock shaft 60' extending across the vehicle under the seat 61'. 'A handlel 62 (see Fig. 2) is connected to the projecting end of the shaft within reach of the driver. The valve 43is provided with an arm 63 which is connected by a link 64 with an arm 65 on a sleeve 66 rota- 66 projects through the side wall of the seat and isprovided with a handle 67 similar to the handlel 62. For operating the stroke controlling" 'rodl 8 any suitable connections may be employed. I' have shown for that purpose a lever68 fulcrumed on the pump casing and connected at one end to the rod Sand at-its other to an arm 69 attached to a rock shaft 70mounted on the frame and projecting beyond one of the side members 1. An arm 71 .is attached to the projecting end of the shaft' 70 and is connected'by a link 72 with the operators lever 73 fulcrumed on the side member 1.

Let it be assumed that the pipe 9 is receiving fluid [under pressurefrom the pump 7, and that the' valve 1l is set so as to entirely close the pipe 41 ,and completely uncover the pipeA 12 to the motors.' All the fluid from the pump will passthrough thevmotors propelling the vehicle in a forward direction, returning to the pump through the pipe 13 port 441 andpipe 10. lf the driverv wishes to dump the loadat one point he brings the vehicle tofastop by shifting his control lever 73 toits zero position. He then by means of the handle 62, turns the valve body 39 to eut off the `pipes 12 and 13 and connect the pipes 9 and 10 with the pipes 41 and 42 leading to the valve 43 which valve is set as shown in Fig. 6 so that the pipe 46 which leads to' the front endsof the cylinders is connected with the pipe 9 from the pump and the pipe 47v from the rear ends of the cylinders is conneetedwith the pipe 10 kwhich returns the Huid to the pump. The ldriver then moves the control lever-73 in 'the direction for forward driving thereby tably supported on the shaft 60. The sleevev I causngithe pump to deliver fluid under pressure-totthe pipe 9 and t-hencetotne front ends of the cylinders 29l behind the pistons '30. The movement of the pistons causes the cross beam. 32 tomo've rearwardly along the frame members 1 and through the' links .roll the body along the frame until the rollers 25 on the middle bolster 2 0 engage the stop pins 281. Continued movement of the cross beams 32 causes the body 19 to turn on the rollers 25 as a center until the rollers`26 on the bolster immediately to the rear of the middle bolster engage the downwardly inclined projecting portions of the frame members, when the driver returns the lever 78 to its zero position to stop the delivery of fluid to the cylinders 29. In this position the body is suiliciently inclined to dump its load. lVhen the driver wishesfto return the body to its normal position he has merely to move the lever 73 out of its .zerol position in a direction opposite to that described which, as st ated above, causes the direction of flow of the fluid to be reversed, `thereby delivery the fluid under pressure from the pump to the rear ends of the cylinders 29 and causing the cross beam 32 to move toward the front of the vehicle. As the rollers 26 of the sec-` ond bolster from the .rear rest on the inclined projecting ends of the frame members,

the forward movement of the cross beam 32 restores the body to horizontal position and then moves it forward to the position shown. If the driver desires todump the' wagon without stopping it, as is'frequently necessary in grading, etc., he has merely to turn the valvek 11 from the position inv which the pipes 41 and 42 are fully cut olf' to the position shown in Figs 4 and 5, leaving the valve 48 in the position shown in Figs. 4 and 6, thereby permitting a portion of the fluid to pass to the front ends of the cylinders 29 while the rest of the fluid continues to pass through the motors and drive the vehicle. After the vehicle is dumped the driver can return the body to its normal position without stoppingby operating the handle 67 to turnthe valve 43 a quarter 'of a revolution, thereby directing the fluid from ,the pipe 41 to the rear ends of the cylinders 29 and connecting the front ends of the cylinders with the pipe 42 to permit the fluid in the cylinders to return to the pump.

In Fig.` 8 of the drawing I have shown my invention as applied to a motor truck driven by an internal combustion engine but having the usual mechanical transmission instead of a hydraulic variable speed transmission. In this case the frame members, the body, th'e roller mechanism and the dumping cylinders, pistons and connections may all be substantially identical with the corresponding parts of the vehicle having the hydraulic transmission. In the drawing I show the vehicle in part section with'the adjacent frame member 1 and cylinderv29 removed for clearness of illustration. To maintain a supply of fluid under pressure for operating the pistons 81, I preferably mount beneath the seat of the vehicle a supply tank havinga feed p'ipe 81 connecting' with fluid pressure containing ports or passages of the internal combustion engine, and for convenience I have here shown it as connected to the exhaust port 82. A check valve 83. opening from the exhaust into. the tank. is mounted in the pipe 81 so that as long as the pressure in the tank is -below the maximum exhaust pressure in the port 82 the valve will open to permit portion of the exhaust to enter the tank. As the check `ialve is held closed whenever the 'pressure in the tank exceeds the pressure in the exhaust port, itis obvious that while the engine is running the tank will be kept charged with gas under pressure equal to the maxim-.nm exhaust pressure. A pip'e'84 connects the tank with a four-way valve 85 arranged between the cylinders 29 and comprising a horizontally arranged cylindrical casing 86 having a valve body k87 mounted to turn therein. lThe pipe 84 connects with a port at the top of the casing 86 and diametrically 4opposi te thereto is an exhaust pipe 88. A pipe 89 projects forwardly from the casing-86 and connects with a cross pipe` 90 connecting `the front ends of the cylinders 29 and a pipe 91 projects rearwardly from the casingSG and connects with a cross pipe 92 connecting the rear ends of the cylinders. The valve bodyv 87 is provided with two' ports 98. 94 adapted in one position of adjustment to connect the pipe 84 with the pipe 89 and the pipe 91 with the pipe 88, and in another. posit-ion of adjustment to connect pipes 84 and 91 and pipes 89 and 88. The valve body 87 is provided with an operating arm 95 (shown dotted in Fig. 8) which is connected by a link 96 with an arm 97 carried by a rock shaft 98, which shaft projects beyond the seat as shown. and is provided with a handle 99. In operation the driver normally keeps the valve 85 set in the position shown or he may set it so that the pipe 84 connects with the pipev91 leading to the rear ends of the cylinders 29 so that the fluid pressure, in the tank will hold the pistons 8O and the cross beam 82 in their forward positions. Then it is desired to dump the contents of the body the driver shifts the handle 99 to turn the valve 85 to connect the pipe 84 with the pipe 89 leading to the .front ends of the cylinders and the pipe 91 to the exhaust pipe 88. The vfluid pressure from the storage tank 80 will then shift and tilt the vehicle body in the manner described above. To restore the body the valve is turned a quarter of a revolution to connect the pipe 84 with the pipe 91 to direct the means for. delivering fluid under pressure fluid pressure into the rear ends of the cylinders 29 to move the cross beam 32 back to the position shown.

I claiml. In a vehicle, the combination of a frame, a body mounted on said f rame for pivotal movement relatively thereto, means for driving the vehicle comprising an hydraulic transmission mechanism, means for moving said body relatively to said frame comprising a fluidV pressure operated mechanism, and connections between saidmechanism and said transmission mechanism for conveying fluid underpressure to said operating -mechanism and returning it therefrom to said transmission.

2. In a vehicle, the combination of a frame, means for driving the vehicle comprising an hydraulic variable Vspeed gear, a body for the vehicle mounted on the frame for pivotal movement relatively thereto, means for moving the body relatively to the frame comprising-a cylinder and piston operatively connected respectively lWith the frame and the body, and

from said hydraulic gear to saidcylinder and for returning said fluid from the cylinder to said gear.

3. In a vehicle, the combination of a frame, a dumping body mounted thereon for movement relatively thereto, a driving mechanism for said vehicle comprising an hydraulic variable speed gear, a mechanism for operating said dumping body comprising an operating cylinder and piston therein, fluid connections with the opposite ends of said cylinder, and means for simultaneonsly connecting one end of said cylinder With the pressure side of said variable speed gear, and the opposite end of' said cylinder with the exhaust side of said speed gear.

4. In a vehicle, the combination of a frame, a dumping body mounted thereon for movement relatively thereto, a driving mechanism for said vehicle comprising an hydraulic variable speed gear, a mechanism for operatingV said dumping body comprising an operating cylinder and piston therein, fluid connections with the opposite ends of said cylinder, and means for connecting either end of said cylinder with the pressure side of said transmission and simultaneously With the exhaust, or low-pressure, side of said speed gear. i

5. In a vehicle, the combination of a frame, comprising longitudinal side members formed of channel iron having its bottom flange wider than its top flange, a body, rollers on which said body is mounted adapted to travel on said bottom flange, said rollers being arranged in pairs with the rollers of one pair spaced apart to lie between the said flanges, the other of said rollers being spaced to pass between the inner edges of' said upper flanges, and stops between said flanges adjacent the rear ends of said frame members.

6. In a vehicle, the combination of a frame comprising longitudinal side members forming a trackway, a body, rollers on Which said body is supported adapted to travel on said trackway, one of Said rollers projecting laterally beyond other of said rollers, a stop adjacent the rear end of said frame adapted to be engaged by said projecting roller, driving means for said vehicle embodying means for generating fluid pressure, a cylinder attached to said vehicle frame and eX- tending longitudinally thereof, a piston in said cylinder, a link connecting said piston with said body and fluid transmitting connections embodying a valve mechanism for fluid pressure to and from the opposite ends of said cylinder.

In testimony whereof, I have signed my name to this specification in the presence of two subscribing Witnesses, this 7th day of October 1911.

CHARLES MATTHEWS MANLY.

` vWitnesses:

THos. A. WARNER,

ADA I. MILLER.

controlling the admission and exhaust ofconnecting the other end of said cylinder 

